Rail w ay-traffic-controlling apparatus



c. w. FAlLoR RAILWAYV TRAPFIC CONTROLLING APPARATUS Re* SEQ@ f m Q Img m9% O gnal Filea July 19. 1928 Si' bi1 SQP-F Reissued July 29, 1930UNITED STATES PATENT vOFFICE CHARLES W. FAILOR, OF PITTSBURGH,PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OFSVJISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIARAILWAY-TRAFFIC-CONTROLLING APPARATUS Original No. 1,718,736, dated June25, 1929, Serial N0. 294,029, filed July 19, 1928.

Application for reissue filed March 25, 1930. Serial No. 438,849.

of a stretch of railway track over which traffic normally moves in thedirection indicated by the arrow. These rails are divided by means ofinsulated joints 2 to form a plurality of successive track sections A-B,B-C, etc.

AEach track section'is provided with a track relay, designated by thereference character R with an exponent corresponding to the i location,and connected across the rails adja cent the entrance'end of thesection. Each section is also provided with a source of track circuitcurrent, here shown as a track transformer, designated by the referencecharacter T with a suitable exponent, and having its secondary 4constantly connected across the rails adjacent the exit end of thecorresponding section in series with the usual impedance 5. The primary6 of each track transformer T is at times supplied wit-h alternatingcurrent as will be described hereinafter from a suitable source of energysuch as an alternator M over line Wires 3 and 3a. An insulated joint,designated by the reference character 7 with an appropriatedistinguishing eX- ponent, is located in one rail l of each section at apoint somewhat in rear of the exit end of the section. Associated witheach of the joints 7 is a transformer designated by the referencecharacter S with an exponent corresponding to the location and havingone winding 9 connected with the rails on opposite sides of thecorresponding joint 7. The secondary 10 of each transformer S isconnected through a full wave rectifier with the winding of a slowacting direct current relay which is designated by the referencecharacter D with an appropriate distinguishing eX- ponent. It will beplain, therefore, that the alternating current supplied t-o the rails ofeach section by the corresponding track trans former, flows through therails of the section in series and through the windings of the trackrelay R and winding 9 of transformer' S. |The alternating current thussupplied to each transformer S energizes the corresponding relay D.

Each track section is further provided with an approach relay,designated by the reference characted G with a distinguishing eX-ponent, and arranged to be energized when the associated track relay isdeenergized. Re-

ferring particularly to relay GC, this relay isprovided with a circuitwhich may be traced from line wire 3, through wires 22 and 23, backcontact 24 of relay RB, wire 25, winding of relay GC, and wires 26, 2Oand 2l, back to line wire 3a. Since relay RB is energized when sec-tionB-C is unoccupied, it follows that the approach relay GC is normallydeenergized, but that this relay is energized when a train occupyingsectionB-C deenergizes relay RB.

Associated with each approach relay G is a coding device, designated ingeneral by the reference character R with an appropriate distinguishingexponent, and comprising a motor P which operates a plurality of codewheels here shown as three in number and designated by the referencecharacters H1, H2 and H3. Each code wheel H1 operates a contact 11 sothat when the code wheel is rotated the contact is alternately openedand closed. In similar manner, the code wheel H2 operates Contact l2 sothat this contact is periodically opened and closed when the code wheelis rotated, Finally, each code wheel H3 actuates a contact 13 in suchmanner that the contact is periodically operated in response to rotatienof the code wheel. It will be observed that the code wheels H1, H2 andH3 of each coding device K have different numbers of swells so that whenthe coding device is operated, the contacts 1l, 12 and 13 areperiodically operated at different frequencies. Each coding device K iscontrolled by the associated approach relay G in such manner that thecoding device is operated when the approach relay is energized, Forexample, When relay GC becomes energize-d, current flows from line vvire3, over Wires 14 and 15, front contact 27 of relay GC, Wires 28 and 28,motor P and Wires 29 and 21 to line wire 3a., f 1 1 Referring nowparticularly to section B-C, When the section is unoccupied, theapproachrelay GC is deenergiz'ed as Was `described hereinhefore. Under theseconditions, current flovvs from line vvire, through Wires 14, `15 `and16, back contact 17 of relay GQ, Wire 18,` primary 6 of transformer TCand Wires 19, 20, and 21 to line Wire 3a'. Undery normal conditions,then, the primary 6 of transformer TC is supplied Withuninterruptedalternating current rso that track relay Risenergized and relayvDC isalso energized. Vhen section B-C is occupied by'a train, however, sothat relay GC is energized, the

coding device KC is operated and current is then supplied to the primaryof transformer TC over a selected yone of the contacts ofthe codingdevice KC, depending upon traffic conditions. e .For example, if relayRG is energized, the circuit for transformer 'I`G may hey traced fromline Wire 3, through Wires 14 and 15front-contact27 of relay GC, Wires28, 30,

31 and 32, contact 13 of coding device K0, Wire, front contact 34 ofrelay RG', Wire 35, n front `contact 17 of relay GC, Wire 18, primaryy6`0'f transformer TC, and yvvires 19,20 and 21 to line Wire 3a. Whenthis circuit-is closed, alternating current `supplied tothe rails ofsection B-C is periodically varied at-thefrequencyof operation ofContact 13, and this current I Will hereinafter term the proceed code.If rela RCfis deenerffized however the circuit 'just traced is broken,and if relayv I)C is energized, current flows from line Wire andvv-iresI19, 2O and 21, to line Wire 3a. When thiscircui-t is closed, thecurrent supplied 'to section B-C is periodically varied at the frequencyof operation of contact 12 and this' current I willr hereinafter termthe caution cod-e7. If relays DC and RCk are both deener#i gi'zed,however, the rcircuit just traced isopen and 'the-circuit fortransformer TC then passes from line Wire 3, over Wires 14 and 15, frontcontact 27 of relayGQ'Wires 28 and 30, contact 11 of coding device KC,Wire 4:1, back contact 39 of relay/DC, Wire 10, hackcontact 37 of relayRC, Wire 35, front contact 17 of relay GC, vvire18, primary 6 oftransformer TC, and WireslQ, 20 and 21, to line Wire 3a. The currentthen ysupplied to section yB-C is periodically varied at the frequencyof operation of contact 11 of coding device KC and this current I shallhereinafter' term the slow code. The supply of current to each of theremainsections is controlled in the same manner as has already beenexplained in connection with section B-C.

Before explaining the 'operation of the apparatus as a Whole, it shouldhe pointed out with the caution code, and a slovv indication is received`on the traint if the rails are. supplied vvith the `slovv code.

As shown in the drawing, the :section to the right of point C isoccupied by a train indicated diagrammatically at Z, so that track relayBC is deenergized. Section B-C is unoccupied and relay RB :is yenergizedso that relay GC is deenergized. It follows that device KC isat rest andthat the alternating .cur-

yrent supplied to the rails ofsection B-'G is uninterrupted. Relay vLDCis therefore energiaed. In similar manner, section A-B `is unoccupied,so that relays RA and DB are energized `and yrelay (inl is deenergiaed.The codingdevice KB is atrest anduninterrupted alternating current issupplied to primary l6 of transformer TB over hack contact 17 of relayGEB.y v

f I Will now assume that a train travelling in the rdirection .indicatedbythe arrow7 trav erses the--stretch yof track shown in the drawing.Then this train enters sectionA--B, relayItA becomes deenergized,therebyr picking up yrelay GB and setting the codi-n'gdevice KB intovoperation. `Since relayrRB is ener` gized, current is supplied to theprimary `6` of transformer TB rover front contact 34 of relayRB,`v andContact 13 of .coding device KB, so that vthe proceed code is suppliedto l the rails of section tr-B, f Each impulse of the current thussupplied to the rails, energiaes relay DB and due 'to thesloW-actin-gcharacteristics of this relaj/,iL holds its front contacts closed duringthe interval between such impulses. The train therefore receives aproceed indication, 'IVhen the train passes the insulated lioint 7B,current from transformer TB is shunted 'away 'from yprimary 9 oftransformer SB'and relay DE then opens. This h as no effect upon therest of the apparatus, "however, since 'the supply of current totransformer TB is now controlled vindependently of relay DB. lVhen thetrain en-A of coding device KC, back contact 37 of relay' RC and frontcontact 39 of relay DC. It should be pointed out that when the train isbetween point B and insulated joint 7 C., relay DC remains in itsenergized condition so that a caution indication is displayed on boardthe train. When the train passes insulated joint 7C, however, relay DCis deenergized, and the circuit for transformer 'IC is then shifted, bythe closing of back contact 39 of relay DC to Contact 1l of codingdevice KC. As a result, the sl-ow code is supplied to the'rails ofsection B-C and a slow indication is received on board the train. Itwill be seen, therefore, that the train receives a proceed indicationthroughout section A-B, that the train receives a caution indicationbetween point B and insulated joint 7C, and that the train re ceives aslow indication from insulated joint ,7B to 'point C.

When the train moves out of section fir-B, the next impulse ofalternating current supplied to the rails of section A-B energizes relayRA, thereby picking up this relay and deenergizing relay GB to stop thecoding device KB.. Furthermore, the closing of back contact 17 of relayGB, restores the supply of uninterrupted alternating current to therails of section A--B for holding relay RA closed and for picking uprelay DB. The operation of the apparatus as the train moves out ofsection B-C will be understood from the foregoing without furtherexplanation.

In actual practice, it is customary to arrange the apparatus on thetrain so that when the indication received from the trackway changesfrom caution to slow, an automatic application of the brakes 'willresult unless the engineman takes some deliberate action to forestallsuch application. In systems of this type the insulated joint 7B mayconven. iently be located at braking distance in rear of t-he exit endof the corresponding section. Under these conditions, an automaticapplication of the brakes will be incurred at insulated joint 7 in rearof the occupied section and the train will be brought to a full stopshort of the occupied section unless the engineman forestalls suchapplication of the brakes.

It will be manifest from the foregoing description that with apparatusembodying my invention, I have provided trackway circuits which permitva change of indication in a coded train control system at anintermediate point in the section without providing a full cut at suchpoint, that is, without interposing insulated joints in both rails atsuch point.

Although I have herein shown and described only one form of railwaytrafic controlling apparatus embodying my invention, it is understoodthat various changes and modifications may be made therein within thescope of the appended claims without departing from the spirit and scopeof my invention.

Having thus described my invention, what I claim is y l. In combination,a section of railway track, an insulated joint in one rail of thesection, a winding connected across said joint, means for supplyingalternating current to the rails adjacent one end of the section, meansfor at times causing periodic variations in said current, and meanscontrolled by said winding for controlling the frequency of suchvariations.

2. In combination, a section of railway track, an insulated joint in onerail of the section, a winding connected across said joint, means forsupplying alternating current to the rails adjacent one end of thesection, and means controlled by said' winding for at times periodicallyvarying said current at different frequencies according as said windingis energized or deenergized.

3. In combination, a section of railway track, an insulated joint insaid section, a transformer having one winding connected across saidjoint, a second winding on the transformer, a relay receiving energyfrom said second winding, means for supplying alternating current to therails adjacent one end of the section,` and means controlled by saidrelay for at times causing periodic vvariations lin said current.

t. In combination, a section of railway track, an insulated joint insaidsection, a transformer having one winding connected across said joint,Aa second winding on the transformer, a relay receiving energy from saidsecond winding, means for supplying alternating current to the railsadjacent one end of the section, means effective when the sectionvis'occupied to cause periodic variations in said current, and means forattimes lcontrolling the frequency of said variations in accordance'with the condition of energization ofvsaid relay.

5. In combination, a section of railway track, an insulated joint insaid section, a transformer having one winding connected across saidjoint, a second winding on the transformer, a relay receiving energyfrom said second winding, means for supplying alternating current to therails adjacent one end of the section, means effective when the sectionis occupied to cause periodic variations in saidcurrent, and meanseffective under certain traiiic conditions in advance of said sectionfor controlling the frequency of said variations in accordance with thecondition of energization of said relay.

combination, a section of railway track, {atrack relay connected withthe rails adjacent one end of the section, means ,for supplyingalternatingwcurrent `to the rails yadjacent the other end `of thesection, an insulated joint in one rail of the section, a

winding lconnectedr :across said joint, means controlled' by said trackrelay for at times causingfperiod'ic Variations in the ycurrent suppliedto the rails, and means `controlled by'gsaid winding for attimescontrollingthe frequency of` said variations.

v7. "combination, a stretch of yrailway track, comprising :a Vpluralityof track sections, track rel-ay for each section conv nected acrosstherails adjacent the entrance end of the section, means for supplying aliternating 'currentr to` the rails `adjacent the exit end of eachsection, an insulatedjoint in -onerail of each section, la `windingconnected across each; said joint, and means contrelled `by each saidAwinding `and operati-'ng ywhen the track .relay for. the section nextin advance is ldeeneng'iZed to cause periodic va riations of onefrequency in the current supplied to the section vwhen amtrain occupyingthe section on one side of said joint and for causing periodicvariations of a different frequency in such current when the train is onrthe Vother side of the joint.

k 8,. ,In combination, a stretch of railway track'coinprising aplurality; of sections,

trackrelay for eacjh section connected across the railsadjacent. the.entrance'end of rthe section, means ,for supplying alternating current,to the .railsadj-acent lthe exit end of each section, anqinsulatedjoint :in one 4rail of each section, a winding connected across eachsaid joint, .aslow acting relay receiving energy from each such winding,and means for eachvv section forr at times periodically varyingthe.current supplied to saidy section at one frequency or another dependingupon the [condition of energization vof lsaid relay.

9. In combination, a section of railway track, an insulated joint in onerail ofthe section, atransformer having aprimaryconnectedacross saidjoint, a slow-acting relay, means including a rectifier for,supplyingenergy from the secondary lof said transformer to said relay,a coding device-having twor contacts whichrare periodically operated atdifferent `Yfrequencies when a train occupies Asaid section, atransformer having its secondary .connected across the rails adjacentone yend of lsaid section, means including a front 'contact of saidrelay and one of said contacts for at `times supplying alternatingcurrent to tlie primary of said transformer,

and means .foi` vat other times i j suppl in alternating current to y gsaid primary over the o other 'said contact anda back contact of saidrelay.

10. yIn combination, a lsection of railway track, 'a source of trackcircuit current .at the exit end 'of said section and a main track relayconnected vacross the track lrailspat the entrance end of rsaid section,anv insulated joint in one track rail at an intermediate point in saidsection, an auxiliary' track relay connected with vsaidfone rail onopposite sidesof said joint, and `means' controlled jointly by saidv'main track relay land said auxiliary track relay for supplying `traingoverning current to the rails of said section.

1l. In combination, al section of railway track, a source of trackcircuit current at the exit kend of said section and a main track relayconnected across the track rails at the entrance end of said section,aninsulated joint in one track frail` at an intermediate point in saidsection, an auxiliary track relay connected with-said one` rail onopposite sides ofsaid joint, and means `controlled jointly by said trackrelays forsup'plying periodically interrupted alternating ,trainvft-,Yoverning current to the .rails of said section.

o 12. In combination, a section of railway track, a source of directVtrack circuit current f connected with therails at the exit end of saidsection, .a main direct current track relay connected across the trackrails at the entrance endof said section, an insulated joint in onetrack rail at an intermediate .point in said section, a full-Waverectifier having itsjinputfterminals connected with said one rail onopposite sides of said joint, an auxiliary direct current track relayconnected with. the opposite terminals of said rectifier, and meanscontrolled jointly by said main andauxiliary ltrack relays for supplyingperiodically interrupted alternating train governing current in therails ofy said section.

yIn testimony whereof I aihx my signature.

CHARLES W. Fanion. y

